Rotary piston devices

ABSTRACT

A SELF-CONTAINED POWER SYSTEM PARTICULARLY SUITABLE FOR USE AS A VEHICLE DRIVE SYSTEM CONSISTING OF A SELF-POWERED AND SELF-REGULATING GAS GENERATOR OF THE ROTARY PISTON TYPE DELIVERING HOT COMPRESSED GAS FOR ANY DESIRED PURPOSE, SUCH AS THE POWERING OF COMPRESSED GAS MOTORS WHICH MAY ALSO BE OF THE ROTARY PISTON TYPE, CAPABLE OF INDIVIDUALLY DRIVING EACH WHEEL OF A VEHICLE. BOTH THE COMPRESSED GAS MOTORS AND THE GAS GENERATOR INCORPORATE ROTATING SETS OF VANE PISTONS MOVING IN AN ANNULAR CHAMBER, AND ALTERNATELY ACCELERATING AND DECELERATING WHILE MOVING AROUND THE ANNULAR CHAMBER. THE ROTATING SETS OF ACCELERATING AND DECELERATING PISTONS ARE CONTROLLED BY THEIR ENGAGEMENT WITH CONNECTING MEMBERS MOUNTED FOR PLANETARY ORBITAL ROTATION WITHIN THE STATOR HOUSINGS OF THESE DEVICES. AT LEAST ONE OF THESE CONNECTING MEMBERS IS ENGAGED WITH AT LEAST ONE CENTRAL CRANKSHAFT FOR CONTROLLING THIS ORBITAL ROTATION AND DELIVERING TORQUE TO OR FROM THE DEVICE, WHILE ONE OR MORE OTHER CONNECTING MEMBERS ARE &#34;FLOATING&#34; CONNECTING MEMBERS ENGAGED ONLY WITH THE PISTON SETS, AND NOT CONNECTED DIRECTLY WITH OTHER CONNECTING MEMBERS OF CRANKSHAFTS OR WITH THE STATOR HOUSING. THE GAS GENERATOR INCORPORATES A UNIQUE COMPRESSED GAS BLEED FEATURE PROVIDING SELF-REGULATING OPERATION FOR EFFICIENT DELIVERY OF COMPRESSED GAS AT A PREDETERMINED PRESSURED LEVEL. THE COMPRESSED GAS MOTOR DEVICES INCORPORATE SIMPLE REVERSING MEANS AND MEANS FOR AUTOMATIC ADJUSTMENT OF PORT OPENINGS AND CLOSINGS FOR MOST EFFICIENT OPERATION AN ANY GIVEN PRESSURE, AS WELL AS SIMPLE SPEED REDUCER MEANS FUNCTIONING TO REDUCE THE HIGH ROTATIONAL VELOCITY OF THE CRANKSHAFTS IN THESE GAS MOTORS TO MORE USEFUL OUTPUT VELOCITIES FOR SUCH PURPOSES AS DRIVING THE WHEELS OF A MOVING VEHICLE. OTHER USEFUL FEATURES OF THESE ROTARY PISTON DEVICES INCLUDE POSITIVE LUBRICATION MEANS FOR DRAWING OIL FROM AN OIL SUMP DURING OPERATION, SPLASHING IT OVER THE MOVING PARTS DURING OPERATION, BUT RETURNING IT TO A SUMP IN WHICH IT IS RETAINED WHEN THE DEVICE IS NOT IN OPERATION.

Jan. E9, 1973. C, BANCRQFT 3,556,694

ROTARY PISTON DEVICES Original Filed Aug. 5, 1968 l5 Sheets-Sheet 1 m O Q g l w W l l l n I/ Q i O b Ms LLI l gg `\y"`\\\\` N t l Q Q u: 1Q w ay L l 55.4 F- POWERED GAS GENERATOR 0F HG1/R55 /5-/6 A TTOHN'YS Jan. E9, 1971 c. BANCROFT 3,555,594

ROTARY PIsToN DEVICES Original Filed Aug. 5. 1968 l5 Sheets-Sheet 2 l5 Sheets-Sheet 3 C. BANCROFT ROTARY PISTON DEVICES IMQ@ UQ,

Jan. 19, 1971 Original Filed Aug. 5, 1968 Jan. 19, 1971 c. BANcRoFT ROTARY PIsToN DEVICES Original Filed Aug. 5, 1963 Jan. 19, 1971 c. BANcRoFT 3,556,694

ROTARY PIsToN DEVICES ori'ginl Filed Aug, s, 196e 15 sheets-sheet s ,1 alla l Jam. 19;"1971 c. BANcRoF'r I ROTARY PISTON DEVICES 15 Sheets-Sheet 6 Original Filed Aug. 5, 1968 Jan. 19, 1971 c. BANcRoFT 3,556,594

, ROTARY PIsToN DEVICES original Filed Aug. 5. 196e 15 sheets-sheet 7 Jan. 19, 1971 c. BANCROFT ROTARY PIsToN DEVICES l5 Sheets-Sheet 8 Original Filed Aug. 5, 1968,..

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c. BANczRoFTV ROTARY PIsToN DEVICES- originalriled Aug; s. 196e V y 15 Sheets-Sheet 9 Jan. 19, 1971 c. BANCROFT 3,556,694

ROTARY PISTON DEVICES Original FifledAug. 5, 1968 '15 Sheets-Sheet l0 IIMIII Avg/...naaf A ll Jan. 19, 1971 l BANCROFT 3,556,694

ROTARY PISTON DEVICES Jan; 19, 1971 c, BANCROFT 3,556,694

ROTARY PISTON DEVICES Original Filed Aug. 5, 1968 l5 Sheel',s--Sheerl 12 Jan. 19, 1971 c. BANCROFT ROTARY'PISTON DEVICES l5 Sheets-Sheet 1S Original Filed Aug. 5. 1968 Jan. 19, 1971v C. BANCROFT ROTARY PISTON DEVICES 15 Sheets-Sheet 14.

Original Filed Aug. 5, 1968 C. BANCROFT ROTARY PISTON DEVICES Jan. 19, 1971 l5 Sheets-Sheet 15 Original Filed Aug. 5, 1968 United States Patent O1 :"tce

3,556,694 Patented Jan. 19, 1971 U.S. Cl. 418-37 10 Claims ABSTRACT F THE DISCLOSURE4 A self-contained power systemparticularly suitable for use as a vehicle drive system consisting of a self-powered and selfregulating gas generator of the rotary piston type delivering hot compressed gas for any desired purpose, such as the powering of compressed gas motors which may also be of the rotary piston type, capable of individually driving each wheel of a vehicle. Both the compressed gas motors and the gas generator incorporate rotating sets of vane pistons moving in an annular chamber, and alternately accelerating and decelerating while moving around the annular chamber. The rotating sets of accelerating and decelerating pistons are controlled by their engagement with connecting members mounted for planetary orbital rotation within the stator housings of these devices. At least one of these connecting members is engaged with at least one central crankshaft for controlling this orbital rotation and delivering torque to or from the device, while one or more other connecting members are floating connecting members engaged only with the piston sets, and not connected directly with other connecting members or crankshafts or with the stator housing. The gasA generator incorporates a unique compressed gas bleed feature providing self-regulating operation for eicient delivery of compressed gas at a predetermined pressure level. The compressed gas motor devices incorporate simple reversing means and means for automatic adjustment of port openings and closings for most efficient operation an any given pressure, as well as simple speed reducer means functioning to reduce the high rotational Velocity of the crankshafts in these gas motors to more useful output velocities for such purposes as driving the wheels of a moving vehicle. Other useful features of these rotary piston devices include positive lubrication means for drawing oil from an oil sump during operation, splashing it over the moving parts during operation, but returning it to a sump in which it is retained when the device is not in operation.

TABLE OF CONTENTS ABSTRACT OF THE DISCLOSURE RELATED APPLICATION Column Internally Valved Motor or Pump.. Internal shifting valve assembly Externally Valved Motor or Pumpm, Positive lubrication system External shifting valve assembly. Engine Or Gas Generator By-pass firing chamber,

Compressed gas bleed conduit. 23

Compressed gas by-pass condui 24 Improved scavenging action-.. 24

Vehicle Propulsion Systems 25 Radally Arrayed Support Members With Sealing Ring Lubrica- 6 tion Dlxaive Mechanism With One or More Floating Connecting Meml ers RELATED APPLICATION This application is a divisional application divided from my parent application entitled Rotary Piston Devices, Ser. No. 750,084, filed Aug. 5, 1968.

BACKGROUND OF THE INVENTION Rotary piston engines, compressors, pumps and motors have been described in numerous patents such as Bullington United States Patent 1,497,481 and the present in- Ventors United States Patents 2,061,131, 2,132,596, 2,155,249, 2,228,193, 2,248,484, 2,270,493, 2,544,480, 2,544,481, 2,553,954, 2,810,3711, 2,852,007, 2,971,500 and 3,241,531. The basic structural components of these rotary piston engines are incorporated in the devices of the present invention, including an annular chamber formed in the stator housing within which several sets of vane pistons are positioned for rotation, being mounted on annular or tubular sleeves or piston support members securing all pistons of each set in their predetermined angular positions, each equally spaced from the other pistons of that set around the periphery of the chamber. The pistons of successive different piston sets are successively interposed, proceeding around the annular chamber, and are anchored to individual support plates or tubular sleeves, preferably interlitting with each other to form labyrinth seals retaining compression and combustion pressures Within the sectors of the annular chamber defined by its walls and the facing surfaces of the vane pistons. The support members or tubular sleeve units preferably form portions of the walls of the annular chamber, with their tolerances and clearances being minimum for successful mechanical operation, and being selected to minimize leakage of any compressed gas from the chamber, with any such gas leakage behind these chamber walls being controlled to equalize pressure on them and to control oil consumption. As described in my patents 2,061,131, 2,155,249 and 2,544,480, the changing acceleration and deceleration of the piston sets produced by the varying angular relationships between these piston sets and the crankshaft of the device depend upon connecting members rotatably mounted upon offset crankpins of the crankshaft and provided with pinion gear means engaging a stationary ring gear to produce rotation of the connecting member in a direction contrary to that of the crankshaft. These connecting members are provided with integral pivot pins on which are journaled pillow blocks or crosshead bearing blocks in sliding engagement with radial tracks or guideway slides formed on radial flange portions of the support members of each piston set. In this manner the internal rolling motion of the connecting member within the stator-mounted stationary ring gear produces an epitrochoid or hypotrochoid curve about the maximum radial locus of these pivoting pins. The angular acceleration and deceleration of the connecting member pins asthey follow this path are transmitted by these radial guideways directly to the piston sets, producing corresponding angular acceleration and deceleration of the piston sets according to a predetermined pattern. The rolling engagement of the connecting members with the stator may be provided either by pinion-internal ring gear assemblies, or by trammel gear means as described in my Patent 3,241,531, and illustrated in FIG. 6 thereof by a lobed member 92d engaging a lober track 98a, effectively forming a gear substitute. The cuccessive corresponding positions of a connecting member 52 and several sets of vane pistons engaged therewith are shown in my Patent 2,061,131` at FIGS. 15 through 22, and in my Patent 2,155,249 at FIGS. 11 through 23.

These rotary piston devices provide exceptional displacement for a given size and weight of engine, since the approaching pistons may be moved into face-to-face contact with each other, and may then be separated by large angular distances; the overlapping of these angular dis` tances during successive expansion strokes of successive sets of vane pistons provides a volume substantially larger than theU volume of the annular chamber swept by the piston sets. For this reason, such devices may have very high volumetric efliciency and large displacement for a given size, limited only by the normal problems of pressure fluid sealing, dynamic balancing and lubrication against sliding friction encountered in all rotating machinery. In order to take advantage of these features while providing solutions to the practical problems, the present invention incorporates a number of useful innovations.

In addition to connecting members mounted on a crankpin of a central crankshaft, the devices of the present invention incorporate floating connecting members not engaged with the stator housing, and positioned only by their pivot pin connections to the piston set support members or tubular sleeves. Because of these connections to the piston sets, these floating connecting members are forced to follow a path of movement as if they each were mounted on a non-existent phantom crankpin, but they are otherwise free to move without reference to crankshafts or bearings. By being supported in this manner, these floating connecting members eliminate mechanical interferences Which would otherwise make the construction too weak or too bulky to be practical. Since the connecting members have an orbital rotation around the axis of the engine, as well as their rotation on their own axes, the centrifugal forces produced by this orbital motion counteract the inertia produced by acceleration and deceleration of the piston sets in their rotation, and if desired, it is therefore possible to balance the centrifugal forces generated by the orbital movement of the connecting members against the piston inertias, by selective control of the weight of the connecting members. Such balance greatly reduces frictional losses and wear in the operation of the engine, and reduces the dynamic loads applied to the bearing structures provided elsewhere in the device.

In the self-powered gas compressor or gas generator devices of the present invention, the use of an induction blower or supercharger permits a portion of atmospheric air being compressed in the device to be delivered through bleed valves while still retaining sufficient air for powerstroke purposes. The remaining atmospheric air, further compressed, is mixed with fuel and ignited in the liring chambers. The pressure in this air bleed conduit can be adjusted by spring-loaded, variable pressure regulator valves. The tiring chambers are preferably positioned at the periphery of the annular piston chamber, angularly spanning the top dead center dwell positions of the forward piston of the pairs of pistons compressing the charge, and thus conduct the compressed and ignited fuel-air mixture past the top dead center pistons to the spaces ahead of them, to provide added impetus to the next vane pistons already accelerating rapidly forward away from top dead center position. In addition, these gas generator devices may incorporate a supplementary compressed air bleed conduit for diverting a portion of the output compressed air from the gas generator around the firing chambers to downstream positions where the ignited charges have already expanded to a lower intermediate pressure. Here the extra compressed air is expanded by the heat of the ignited charge while reducing the temperature to provide additional driving torque, and a cooler generator and cleaner exhaust.

' Since the selected delivery pressure of the compressed air bled from the gas generator prior to combustion, determined by the adjustable regulator valve, will control the amount of air remaining in the gas generator for combustion, this provides partially automatic control of the torque driving the gas generator, inasmuch as the higher the bleed or back pressure, the more air remains within the tiring chamber to provide the additional driving torque required to compress the delivered gas to the desired higher delivery pressure. This automatic degree of self-regulation of the gas generator can be assisted or supplemented by controlling the fuel intake of the gen- Cil 4 erator in the Amanner "usually employed to throttle internal combustion engines.

In the gas generator devices of this invention, the variably adjustable regulator check valves inserted in the compressed gas delivery conduit tapping the annular chamber at the points where the atmospheric air is partially cornpressed serve to establish a minimum pressure below which air will not be bled from the` generator vso that the generator will not be stalled by toocomplete bleeding of the compressed air from the generator at these points,.which would leave insufficient air to provideadequate power strokes to maintain the device in operation.

The compressed gas motors of this invention are well adapted for uses such as in driving vehicles which present widely varying torque requirements with postive speed control, both because they are easily reversed with a minimum-of mechanism, and because they provide small compact units delivering tremendous amounts of torque smoothly and eiciently at varying pressure. These compressed gas motors employ easily reversible valve assemblies connecting the predetermined angularly displaced zones around the periphery of the annular chamber to pressure and to exhaust respectively. Two embodiments of these compressed gas motors are shown in the drawings. In one, porting control for selecting the direction of rotation and for improving operating efficiency is incorporated in the outer wall of the annular vane piston cylinder, while in the other, these ports are incorporated in the inner wall of the annular cylinder, and this latter embodiment is considered to be the preferable one for driving the individual wheels of a vehicle. In addition, these compressed gas motors preferably incorporate speed reducer assemblies connecting their rotary vane piston sets via the connecting members to the output crankshafts to provide driving torque at practical rotational o speeds for vehicle propulsion.

OBI ECTS OF THE INVENTION Accordingly, a principal object of the invention is to provide a practical power source, including power generation means and power transmission means, incorporating a gas generator and gas motors.

Another object of the invention is to provide a vehicle drive system incorporating automatic torque conversion and including a gas generator and a separate gas motor for each driven axle or wheel.

A further object of the invention is to provide such systems incorporating highly compact compressed gas generators and motors of a rotary piston type.l

A further object of the invention is to provide a combination of gas generator and compressed gas motors in which each motors direction of rotation is governed solely by the direction of ow of compressed gas through that motor.

Another object of the invention is to provide such systems incorporating easily reversed compressed gas motors, capable of voperating efficiently over a range of varying pressures.

A further Objectis to -provide rugged, durable devices of the rotary piston type ywith high power output for small size.

Another object is to provide such systems incorporating rotary piston devices with sets of pistons connected by floating connecting members serving to balance centrifugal forces against inerta forces reducing friction, stress and deformation of the parts of the device.

Other and more speciiic objects will be apparent from the features, elements, combinations and operating procedures disclosed in the following detailed description and shown in the drawings.

THE DRAWINGS generator supplying compressed gas to drive a compressed gas motor;

FIG. 2 is a vertical axial sectional elevation view of a compressed gas motor or pump employed in one embodiment of the invention;

FIG. 2A is an enlarged, fragmentary, perspective, exploded view, partially broken away, showing the internal valve assembly incorporated in the device of FIG. 2, taken on the plane 2-2A in FIG. 3; v

FIG. '2B is a developed plan View of the external periphery of the shifftable hub valve member 92 shown in FIG. 2A;

FIGS. 2C, 2D and 2E are respective enlarged vertical axial sectional elevation views of the successively telescoped components of the internal valve assembly shown in FIGS. 2 and 2A, shown on the plane 2 2 in FIG. 3;

FIG. 2F is a cross-sectional elevation view of the valve ring member 81 shown in FIGS. 2, 2A and 2D, taken on the plane 2F-2F shown in FIG. 2D;

FIGS. 3, 4 and 5 are successive cross-sectional elevation views of the device of FIG. 3 taken along the planes indicated in FIG. 2 as 3 3, 4-4 and 5-5 respectively;

FIG. 6 is a reduced perspective view of a crankshaft and counterweight assembly employed in the embodiment show in FIGS. 2 6;

FIG. 7 is a fragmentary cross-sectional elevation view of a portion of the crankshaft and related structures shown in FIGS. 2 and 6 and taken along the plane 7-7 in FIG. 2;

FIG. 8 is a vertical axial sectional elevation view of a different embodiment of the invention, a double shaft motor or pump incorporating sets of rotary pistons and associated mechanism similar to those illustrated in FIG. 2, with separate crankshafts protruding from each end of the device for delivery of input or output torque, and incorporating means for shifting port time in accordance with direction of air feed;

FIGS. 9, l and ll are successive cross-sectional views of the same device taken along the successive planes 9 9, 10-10 and 11-11 in FIG. 8, and FIG. 11 shows the external valve mechanism in neutral, stopped position;

FIG. 12 is a cross-sectional view similar to FIG. 11 showing the external valve mechanism shifted to a running position in which the piston assembly rotates counterclockwise;

FIG. 12A is a fragmentary vertical sectional elevational view of a portion of the external valve assembly shown in FIG. l2, taken along the plane 12A-12A shown in FIG. 12. Y

FIG. 13 is a vertical axial sectional View of the device incorporating still another embodiment of the invention, illustrated as an engine or gas generator having a single crankshaft extending through the device;

FIGS. 14, l and 16 are cross-sectional views of the same device taken along the lines 14-14, 15-15 and 16-16 shown in FIG. 13, with FIG. l5 being enlarged to show the firing chamber and piston set details;

FIG. 17 is a perspective view of the crankshaft incorporated in the device of FIGS. 13 through 16; and

FIGS. 18 and 18A are exploded perspective views of the piston drive mechanism installed in the device of FIGS. 13-16, indicating the interlitting `engaged relationship of the various support members permitting their interconnection with the connecting members with ample freedom for accelerating and decelerating angular relative movement of the piston sets toward and away from each other as they revolve in the annular chamber.

Internally Valved Motor or Pump The reversible motor or pump device shown in FIGS. 2-7 incorporates four piston sets 31, 32, 33 and 34, each having three vane pistons angularly spaced from each other by 120, as shown in FIG. 3, and all successively arrayed in an annular chamber or ring cylinder 36' enclosed inside a stator housing formed by a cylindrical housing shell 52 closed by a bolted end wall 38. Annular chamber 36 is bounded around its entire internal periphery by a central, rotatably adjustable hub portion 37 incorporating an angularly shiftable internal valve assembly 71 supported by the end wall 38 of the stator housing. Chamber 36 is bounded on its external periphery and on its sides by the respective support members for the piston sets.

Thus, as shown in FIGS. 2 and 3, the piston set 31 is integrally joined to a ring shaped support member 41, with the junction between the pistons of set 31 and the support member 41 being formed along the radially innermost righthand side portions of the pistons 31, as can be seen in the upper portions of FIG. 2 and the crosssectional end elevation view of FIG. 3. A corresponding ring shaped support member 42 is integrally joined to the radially innermost lefthand sides of the pistons of set 32, directly across the annular chamber 36 from the support member 41, as shown in the lower portion of FIG. 2.

Auxiliary ring shaped support members for the piston sets 31 and 32 are diagonally positioned on the opposite sides of each of these piston sets, radially outward of and in close juxtaposition with the support members 41 and 42. These alternately positioned support members are designated 41a and 42a in FIGS. 2 and 3, showing outer auxiliary ring shaped support member 41a joined to the radially outermost lefthand edges of each of the vane pistons of piston set 31 by sturdy machine screws. Similar machine screws join the outer auxiliary ring shaped support member 42a to the radially outermost right-hand edges of each of the vane pistons of piston set 32, as shown in FIG. 2 and FIG. 3, where it will be noted that the tapped bores for these machine screws are formed in the wider outer end of each vane piston of set 32. In this manner the ring shaped support members 41, 41a, 42 and 42a together form complete side walls anking all of the pistons 31, 32, 33 and 34. The radially juxtaposed ring shaped support members are movably positioned in sliding contact with each other and with the sides of the pistons to which they are not integrally joined.

The outer periphery of the chamber 36 is similarly formed and bounded by two external ring shaped support members 43 and 44, encircled by an aligning guide sleeve 45. The support member 43 extends over the right half of the outer peripheral edge of all vane pistons in the four piston sets, and it is integrally joined to the vane pistons of set33. This support member 43 is formed as a ring shaped shell extending a substantial distance to the right, where it is provided with radial guideways or slides 43d shown at the left hand side of FIG. 4 for sliding engagement with a pivoting pillow block 43e mounted on a floating connecting member 46. At a point opposite these oating connecting member radial guideways 43d, the support member 43 is provided with another similar radial guideway 43gl shown in FIG. 5, cooperating with a pivoting pillow block 43h for sliding engagement with rst captive connecting member 47, shown in the lower right hand side of FIG. 2. Captive connecting member 47 has an integral external pinion 47a formed thereon engaged inside a stationary ring gear 48, and this captive connecting member 47 is journalled for rotation on an offset crankpin 49 of the crankshaft 51 (FIGS. 2, 6) with pinion portion 47a revolving inside an overlying counterweight portion 68 of the crankshaft 51. The crankpin portion 49 of the crankshaft 51 is preferably formed as a stepped configuration with a reduced portion 49a, joined to an enlarged portion 49b clo-ser to the annular chamber 36 (FIG. 6). On each of these portions 49a and 49h, roller bearings are interposed between the crankpin 49 and the overlying connecting member 47, securely anchoring the connecting member 47 for rotation upon this crankpin portion 49 of the crankshaft 51 (FIG. 2),

As shown in FIGS. 2 and 5, a ring gear -48 engaging the pinion portion 47a of captive connecting member 47 is preferably journalled in the outer housing shell 52 in a manner permitting slight rotational shifting of ring gear 48 about its own concentric axis 62. Four spring-centering assemblies are mounted in suitable spring cavities 54 formed in housing shell 52 surrounding gear 48, as shown in FIGS. 2 and 5. A protruding vane-type radial flange 53 extends outward from ring gear 48 into each spring cavity 54, and a pair of balanced stiff compressible coil springs 56 are inserted in a slightly compressed condition, between end walls of cavity 54 and the ange 53 when it is positioned centrally in each cavity 54. Spring 56 thus serves to center each flange 53 in its cavity 54 and to provide fiexible, resilient bias urging ring gear 48 toward this centered position for valving purposes, while serving to cushion the gearing against shock loading, and also serving to absorb high torque stresses imposed by the normal operation of the device or by sudden loads applied to the output shaft 57, shown in FIG. 2. As indicated in FIG. 5, the same assembly of fiange 53 and two flanking springs 56 in cavity 54 is preferably incorporated at four points equally spaced about the periphery of the ring gear 48 to provide balanced cushioning action for the ring gear.

At a point on crankshaft l between the plane of the floating connecting member 46 and the annular chamber 36, a second captive connecting member 58 is journalled on roller bearings mounted on a second crankpin 59 (FIGS. 2, 6), having a crankthrow radius less than that of the crankpin 49 in the preferred embodiment illustrated in FIG. 2. The crankthrow radius of this second crankpin 59 is selected so that the ratio of this radius to the crankthrow radius of the driving pins on the second captive connecting member 58 equals the corresponding ratio of the crankthrow radius of the crankpin 49 to the crankthrow radius of the driving pins on the first captive connecting member 47, while also providing overall dimensions commensurate with practical assembly requirements.

It will be noted in comparing FIG. 5 with FIG. 7 that the central axis of rst crankpin 49 journalling first captive connecting member 47 in this preferred embodiment of the device is twice as far from the common central axis 62 of gear 48, output shaft 57 and housing shell 52, as compared with the offset crankthrow radius of second crankpin 59 on which second captive connecting member 58 rotates. The radial crankthrow offset distances of the two crankpins 49 and 59 may be compared directly in FIG. 2, and also in the cross sectional elevation views of FIGS. 7 and 5, which are drawn to the same scale.

As indicated in the middle of FIG. 2, the support members 41, 42, 43 and 44 all extend into the central portion of the shell 52 of housing 38 to provide connections by sliding pivoting bearing blocks with the captive connecting members `47 and 58, and also with the floating connecting member 46. This portion of the device may be compared to the crankcase of a conventional internal combustion engine, and splash or pressure lubrication is preferably employed in this region.

The sectional views of FIGS. 4 and 5 respectively illustrate the positions of the fioating connecting member 46 and the first captive connecting member 47 when the parts of the device are in the positions shown in FIG. 2. Thus by comparing the views of FIGS. 2, 4 and 5, it will be noted that the geared first captive connecting member 47 is connected by the pivoting sliding block 43h to the radial guideway 43g on the support member 43 which is secured to piston set 33, as indicated at the right hand side of FIG. 5. The geared first captive connecting member 47 is also connected by pivoting sliding block 44h to the radial guideway 44g on the support member 44 which is secured to piston set 34. Since FIG. 5 is a sectional view, taken along a plane 5-5 passing between iianged section of the support members 43 and 44, as shown in FIG. 2, support member 3 is shown in full lines in the Cri 8 view of FIG. 5 while the suport member 44 is shown only by its radial guideway 44g.

It should be noted that the shaft and bearing appearing in the central portions of FIG. 4 and FIG. 5 are the central hub sleeve portion of the second captive connecting member 58 mounted in roller bearings on the lesser radius crankpin 59 of crankshaft 51.

As shown in FIGS. 2, 5 and 7, the large diameter pinion portion 47a of member 47 encircling the enlarged hub portion 49b of the larger crankthrow radius first crankpin 49 has a pitch diameter of 4" in the preferred embodiment illustrated. Ring gear 48 engaged therewith has a 6 pitch diameter in this embodiment. The first captive connecting member 47 is also provided with a smaller pinion portion 47b having a 2" pitch diameter, for example, in the preferred embodiment illustrated, which is engaged with the teeth of a movable internal ring gear 61 formed within the concave open end of the output shaft 57 journalled in heavy roller bearings in the right end of the housing shell 52 for rotation about the central axis 62 of the device, and thus forming an output speed reducer assembly.

The offset crankpin portions 49 and 59 of the crankshaft 51 are integrally joined together by the enlarged portion 49b, and they are joined by sturdy crankarms 63 and to terminal trunnions 64 and 66 journalled for rotation about the central axis 62, as shown in FIGS. 2 and 6. Thus, the lefthand end of the lesser crankthrow radius second crankpin 59 is secured by crankarm 63 'to the projecting trunnion shaft portion 64 rotatably mounted in heavy ball bearings secured in a bearing fiange 74 (FIG. 2E) formed in an assembled sleeve portion 72 of the housing end wall 38 which forms a part of the internal valve assembly 71 described in detail below and f shown in FIGS. 2A through 2F. The righthand end of the larger crankthrow crankpin 49 is likewise anchored by a substantial crankarm 65 to a trunnion shaft portion 66 journalled in heavy roller bearings mounted within the concave open end of output shaft 57, recessed within its internal ring gear teeth 61.

The crankarm 65 joining crankpin 49 to trunnion portion 66 extends radially beyond trunnion portion 66 in a direction opposite to the crankpin 49 to form a heavy double counterweight 67-68, having a first counterweight portion 67 dimensioned to fit between the pinion 47b and its mating internal ring gear 61 and having its outer periphery bounded by clearance circles respectively concentric with these mating gears and forming the crescent shape 67 indicated in FIGS. 6 and 7. An axial extension from the outermost central region of this counterweight portion 67 is further extended radially outward and offset toward chamber 36 to form a second counterweight portion 68 which is similarly bounded by circles concentric with the mating pinion 47a and housingmounted large ring gear 48 engaged therewith, thus forming the further counterweight portion 68 illustrated in FIG. 7 and also in the perspective view of FIG. 6.

While the pivoting pillow blocks of the second, ungeared captive connecting member 58 are not illustrated in cross-sectional views in the figures, they are shown in the axial sectional elevation view of FIG. 2. These pivoted bearing blocks 41h and 42h are slidably mounted in the two radial guideways 41g and 42g on the support members 41 and 42.

As indicated in FIG. 4, the floating connecting member 46 is connected by pivoted bearing blocks to the support members for each of the piston sets. In this FIG. 4 the pivoted bearing blocks are identified as 41e, 42e, 43e and 44e, respectively engaged for radial sliding movement in the radial guideways 41d, 42d, 43d and 44d on the respective vane piston set support members 41, 42, 43 and 44.

As indicated in FIG. 4, the sliding blocks are secured to the floating connecting member 46 only by studs 0r pins protruding from the connecting member 46 and 9 journalled in each of the sliding pillow blocks. As shown in FIGS. 2 and 4, the pins joining floating connecting member 46 to the piston sets 31 and 32 protrude in an axial direction toward the piston chamber 36, while the pins joining the oating connecting member 46 to the piston sets 33 and 34 protrude from connecting member 46 in an axial direction away from the chamber 36. In each case, the face of the ring shaped oating connecting member 46 is cut away to accommodate the radial guideways of the support members which are slidingly engaged with the pivoted sliding blocks, and the shape of these cut-away portions is congured to permit relative rocking movement of the support members and the oating connecting member 46, as indicated in FIG. 4. A comparable configuration of a modified floating connecting member 225 is shown in perspective in FIG. 18. j

It will be noted that only the first captive connecting member 47 is drivingly engaged with the ring gear 48 by means of its pinion portion 47a. The second captive connecting member 58 is not drivingly engaged with a ring gear, and the interconnection of the piston sets by way of their support members and the floating connecting member 46 cooperates with the two captive connecting members 47 and y58 to maintain the piston sets in their desired relatively accelerating and decelerating relationship during rotation of the piston sets, whether produced by motor operation controlled by valve assembly 71, or by driving rotation of output shaft 57 when torque is being applied thereto in order to drive the device as a pump. As shown in the figures, all three connecting members 46, 47 and 58 are positioned on the same side of chamber 36, the righthand side as viewed in FIG. 2.

When the device of FIGS. 2-7 is being employed as a motor, pressure and exhaust are respectively connected to different portions of the piston chamber 36 bythe internal valve assembly 71 illustrated at the lefthand side of FIG. 2, and described in detail below.

In the illustrated embodiment, with a stationary 6 pitch diameter ring gear 48 meshing with 4 pitch diameter pinion 47a to drive the crankshaft 51 two revolutions in one direction for each revolution of the piston sets in the other direction, the 4 pitch diameter internal ring gear 61 on the output shaft 57 is driven by the 2" pitch diameter spur gear teeth 47b at one half the speed of the piston sets and in the opposite direction. In this illustrated embodiment the annular chamber 36 swept by the vane pistons has an outside diameter of 8 and an inside diameter of 4". The outside diameter of the inner side wall support members 41 and 42 is 6.328, which is chosen so that the wall areas of piston support members 41 or 42 exactly equals the comparable wall areas of their respective cooperating auxiliary support members 41a or 42a, to completely balance out any lateral, axial forces imposed on these support members resulting from operating pressures within chamber 36.

Internal shifting valve assembly A shiftable valve assembly 71 is incorporated inside the rotatably adjustable hub portion 37 of housing end wall 38, and forms the internal cylindrical Wall of annular piston chamber 36, with the radially innermost edge of each vane piston being in sliding engagement with this hubkv portion 37, as shown in FIGS. 2 and 3. As shown in the' exploded view of FIG. 2A, valve assembly 71 incorporates three separate portions telescopingly tted together for sliding inter-engagement, a central sleeve 72, a valve ring member 81 and a a hub valve member 92. y

The innermost of these portions is the stationary central sleeve 72 (FIGS. 2, 2A, 2E) anchored by external threads and splines within a central threaded opening in outward a short distance and terminating in two axial flanges.

The rst of these flanges is a bearing flange 74 extending further in an axial direction toward the opposite end of the device, within which a heavy ball bearing assembly is seated to accommodate trunnion portion 64 of the crankshaft 51 (FIG. 2).

Extending reversely in the return direction toward the anchoring threads of sleeve 72 is a reverse ange 76 incorporating on its outer periphery gently pitched helical spline grooves 77 characterized by a righthand thread helix as shown in FIG. 2A. In addition, a series of radially extending slots 78 connect the interior 90 of the sleeve 72 with the space which is enclosed immediately within the spline flange 76 and which forms a portion of an inner righthand chamber 79 surrounding the inner end of the sleeve 72, as shown in FIG. 2.

Slidingly engaged for both axial and rotary movement on sleeve member 72 is a second portion of the valve assembly 71. This is a valve ring member 81 incorporating a radial wall portion 82 terminating inwardly in an axially elongated ring flange 83, dimensioned for axial and rotary sliding engagement on the external surface of sleeve 72 and provided with suitable sealing rings riding on this external surface. Outwardly, radial wall portion 82 terminates in a diverter ring portion 84 designed to connect the chambers formed on opposite sides of the radial wall portion 82 with selected valve ports communicating directly with piston chamber 36 (FIG. 2). Gently pitched helical splines 85 are formed on the internal cylindrical surface of diverter ring portion 84 at its right end, engaging splines 77 on ange 76 of sleeve 72. Diverter ring portion 84 is also provided with two annular grooves encircling its external periphery, a righthand groove 86 closer to the inside of housing shell 52, and a lefthand groove 87 closer to the housing end wall 38 in which sleeve 72 is anchored. A rst conduit 88 formed in diverter ring portion 84 joins lefthand groove 87 with the righthand chamber 79 enclosed between radial wall portion 82, diverter ring portion 84, reverse spline flange 76 and radial ange 73, via the spaces between the mating splines of anges 76 and 84 or by way of apertures formed in these flanges, such as apertures 75 in ange 76, or apertures 75a in ange 84, or both, as shown in FIGS. 2A and 2E. The lefthand groove 87 thus communicates directly with a central portal cavity 90 inside stationary sleeve 72.

A second conduit 89 also formed in diverter ring portion 84 (FIG. 2) joins the righthand groove 86 to a chamber 91 at the left end of diverter ring portion 84, communicating via apertures 75b in hub valve member 92 with an outer portal cavity 95 on the left or outer alternatively connected to the interior of piston chamber 36 by a series of chambers and valve ports formed in shiftable hub valve member 92 shown at the lefthand side of FIG. 2A.

The periphery of hub valve member 92 forms a pari tially rotatable central hub 37 directly inside annular the housing end wall 38, in the predetermined angular Y position shown in FIGS. 2 and 3. Sleeve 72 extends axially inside the housing 52, directly Wit-hin and concentric with the annular piston chamber 36. The inner end of sleeve 72 is provided with a radial ange 73 extending radially 75 piston chamber 36, and three radial exhaust ports 93 pass through this cylindrical peripheral wall 37 of member 92, connecting piston chamber 36 to exhaust via either groove 86 or groove 87 of member 81, depending upon the mode of operation of the device.

A flange 96 of hub valve member 92 is provided with gently pitched lefthand helical splines 97 slidably engaged with corresponding lefthand helical splines 98 formed on the inside of diverter. ring portion 84 of the valve ring member 81 at the lefthand end thereof. Hub valve member 92 is also provided with a central cylindrical chamber 99 in which the valve ring member 81 is slidably fitted with its splines 98 engaging the splines 97 of hub valve 

